System of train control.



N0. 736,816. PATENTED AUG. 18, 1903.

T F. E. CASE.

SYSTEM OF TRAIN CONTROL.

APPLICATION FILED FEB. 28. 1898.

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PATENTED AUG. 18 1903.

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SYSTEM OF TRAIN CONTROL.

APPLICATION IILBD FEB. 23. 1898.

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No. 786,816. PATENTED AUG. l8. 190s.

- F. E. CASE.

SYSTEM OF TRAIN CONTROL.

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PATENTED AUG. 18,1903.

F. E. CASE.

SYSTEM OF TRAIN CONTROL.

APPLIOATION FILED FEB. 23. 1898.

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\A/ITNEEE E51 Q. mm at? UNITED- STATES Patented August 18, 1903;

PATENT OFFICE.

FRANK E. CASE, OF SCHENECTADY, NEW YORK, ASSIGNOR TO THE GEN- ERAL ELECTRIC COMPANY, A CORPORATION OF NEW YORK.

SYSTEM OF TRAIN CONTROL.

SPECIFICATION forming part of Letters Patent No. 736,816, dated August 18, 1903.

Application filed February 28, 1898. Serial No 671,994. (No model.)

number of motor-cars, it is necessary that the controlling be done from a single point on the train; otherwise the motors of one car may be called upon at times to do an amount of work which differs materially from the amount being done by the motors of another car.

To reduce the complications of a train system to a minimum and to enable the train to be conveniently made up of different lengths as may be required, it is desirable to make each motor-car a complete unit in itselfthat is to say, to provide it with a contact device, motor or motors, and a suitable controlling mechanism, which is arranged to Work in conjunction with other controlling devices on the train. The system should be so arranged that any number of similar cars may be coupled together in any desired order or position and that all the motors of the train may be controlled from any one of the cars. Further, it is highly desirable that the contact devices on each car should take current sufficient for the needs of that particular car only and that the heavy currents which actuate the motors should not pass from car to car.

It is the principal object of my invention to provide a system of train control fulfilling the requirements above set forth, such that from any selected point on the train all of the machines maybe made to act simultaneously and equally to accelerate the train or to maintain it in motion in either direction or to retard it evenly and strongly and that all of these actions in all cars of the train may be under the control of a single motorman.

In carrying out my invention I prefer to divide the motors of the train into sets, each set preferably comprising the motor equipment of a single car, and to govern each set of motors by a separate set of motor-controlling devices, and, further, to provide at a number of selected points on the train master-controllers so arranged that each desired master-controller will actuate all of the motor-controllers.

It is obvious that with the arrangement above outlined at any particular time the train as a whole will be operated from a single selected point. It is one object of my invention to provide means sufficient to prevent any successful attempt from any other point to interfere with such operation. To this end I may provide an interlocking arrangement, preferably electrically controlled, such that any movement of either of the master-controllers from its off position will automatically lock all other master-controllers of the train. These devices are preferably so arranged that as long as all of the master-controllers are at the off position any one of them may be operated, while the operation of that one will look all of the others.

It is another feature of my invention to provide each master-controller with three switches-the power-switch, the reversingswiteh, and the braking-swith, respectively, and to divide the motor-controllers into corresponding switches'or divisions.

It is a further feature of my invention to accomplish a part of the motor control, as the usual seriesparallel and resistance steps,'by a number of separate contacts or switch-blades, while the other steps are provided by the action of controller-cylinders or their equivalents. All of these devices should be controlled or actuated by electromagnetic means.

My invention also comprises various details of construction and arrangement, to be hereinafter more particularly described and claimed.

In the accompanying drawings,which show an embodiment of my invention,higure 1 represents diagrammatically a three-car train viewed from below. Fig. 2 is a diagram illustrating the controllers and cables on a single Fig. 3 is an end elevation of a contactoperating magnet. Fig. 4 is a section of a magnetically-operated contact, taken on the line44of Fig. 3. Fig. 5 is a detail section of the stationary and moving contacts, together with the arc-disrupting chute. Figs. 5 and 5 are details of the contacts. Fig. 6 is an end view of a switch-operating mechanism. Fig. 7 is a diagram of the motor and controller circuits. Figs. 8 and 9 are detail views of a slight modification of the magnetically-actuated contacts. Fig. 10 is a diagram of the circuit connections of the modified contacts. Fig. 10 shows the applications of said contacts to the motor-circuits. Fig. 11 illustrates diagrammatically the motor and brake combinations, and Fig. 12 illustrates the locking device for the controllers.

Referring to Fig-1, I have shown each car provided with two motors M M, mounted, respectively, on two of the four axles; but the number may be varied to suit the traffic conditions. Mounted on those axles which are not provided with motors are electromagnetic brakes M of any desired construction, the ones shown comprising a disk m, which revolves with the axle, and a magnet m,which is prevented from rotating by bar m as well understood in the art. By this arrangement the retarding eifect is applied to all the caraxles, and consequently a good distribution of the braking effect is obtained. If all the axles on the vehicle are provided with electric motors, then the brake-magnets may be mounted in the usual manner and the braking effect of both brake-magnet and generator obtained from each axle. One or more contact devices M, making contact with the stationary conductor l should be provided for each car. Situated on the front and rear platforms of the cars are shown master-controllers N .so called because they regulate the operation of the motor-controllers O, which are located under the car or seats, as may be desired.

Referring to Fig. 2, the relation of the master and motor controllers is clearly shown. Each motor controller consists of three switches O 0 0 which will be more fully described in detail later; but for the present it is sufficient to say that switch 0 is arranged to couple the motors in series and parallel and to control the resistance of the circuit. Switch 0 is the ordinary reversingswitch arranged to establish the proper relation of the motor-circuits for forward and backward movement of the car, and switch 0 assists while in one position to establish the proper relation of the motor-circuits when the motors are employed in propelling the vehicle and in the other position to convert the motors into braking-generators employed to retard the progress of the car and to apply the brake-magnets.

The master-controller consists of three cylindrical switches N, N, and N each provided with a separate actuating-handle, and while no interlock mechanism is shown between the switches it is to be understood that Such a mechanism is employed and may be of any of the well known constructions. Mounted for engagement with the cylinders N N N are vertical rows of stationary brushes Z Z Z which are connected, respectively, as will be shown hereinafter, to the various wires of a cable P, which extends through the car. Since the master-controllers of the different cars are similar in construction and connected to the cable in multiple-arc relation, similar movements produce similar relations of the circuits. The switch or power cylinder N, through suitable electromagnetic means to be hereinafter described, controls the action of the series-parallel motor-switch O. Reversing-cylinder N controls the action of the motor-reversing switch 0, and brake-cylinder N controls the action of the power brake-switch O ends of cable P are provided with terminals P, which engage similar terminals on adjacent motor-cars. For simplicity of illustration no trail-cars are shown on the train; but it is to be understood that they may be employed and placed between the motor-cars or at the front or rear end of the train, as desired. Obviously it is possible to placea master-controller upon one or more of the trail-ears and to omit them from one or more of the motor-cars, if preferred. When trailcars are placed in front of or between motor-' cars, it will be necessary to provide them with a cable P in order to complete the train connections.

As the master-controllers do not vary the motor-currents, but only the small currents necessary for switching purposes, they need not be as large and heavy as the motor-controllers.

The motor-controller 0 comprises a plurality of separate electromagnetically-actuated contacts or switches of the form shown in Figs. 3, 4, and 5. Each contact is provided with a cup-shaped casting or supportingframe A, arranged to form a part of the magnet-ic circuit, and within said castingis mounted an energizing-coil or solenoid-winding A. Secured to the top of casting A is a cover A provided with a downwardly-extending core A slightly hollowed out at its lower end to receive the upper end of core A". On the side of casting A are lugs A by means of which the contacts or the switches as a whole are secured to a suitable support. Extending downwardly from the casting are lugs A, which support pivots B of the switch-blade B, at the same time forming a part of the magnetic circuit of the blow-out. Connecting the lower ends of the lugs A is a piece of wood or other insulating material A forming a support for the stationary contact B; The core A is pivotally secured at its lower end to switch-arm B and under normal conditions-that is, when no current is flowing in coil A--is held in the position shown by a compression-spring B" and by the weighted arm B The spring 13 surrounds a pivoted pin B which acts as a guide for the switch- The consists of a spring-supported piece of metal, provided at its outer end with a rounded po'rtion B with which the switch-blade makes contact. The switch-blade and fixed brush are provided with arcing points or projections B as shown in Figs. 3 and 5. The arrangement of the terminal mounted on the switch-blade and the terminal constituting the fixed brush is a particularly desirable one, for it permits a wiping connection between the parts as they are moved to the position shown by the dotted lines, Fig. 4, yet when the parts are free to return to their normal position there is no friction between them tending to retain them in the closed position. On the contrary, there is a decided efiort exerted by the brush, tending to force.

the switch-blade back to its full-line position. The direction of the wiping movement is transverse to the movement of approach of the switch terminals or contacts. When the circuit is first closed between the switch-arm B and brush B, the projections B are in contactgbut as the switch blade moves to its final closed position, as shown in dotted lines, Fig. 4, the projections B move away from each other. This particular feature is more fully represented in Figs. 5 and 5 'In the first figure switch-blade B is just making contact with the fixed brush B and the projections B are in contact. These projections being the first to close the circuit are the last to break it. Consequently all of the arcing takes place at this point, and the remainder of the partsare left bright and clean. Fig. 5 represents the final closed position of the switch-blade, the projections B being separated by a definite space. No matter; how much arcing takes place at the projections B the contact between the parts will always be good, for it is made at somedistance from the point at which the are forms.

Screw-threaded to casting A is the blowout-magnet core 0, and surrounding the core is a winding 0, consisting of a number of turns of fiat metal ribbon which is connected to cable B in any suitable manner. The

downwardly-extending lugs A are connected by a web A, having a central opening through which extends the switch-blade. This web, in connection with lugs A forms one pole-piece for the blow-out magnet, and plate ,0? forms the other. 7 Plate 0 is hinged on the right-hand side to enable it to be swung outward when it is desired to inspect the contactsand is retained in position bya screw 0, which enters the core 0. Situated between the metal parts of the blow-out magnet and the switch-blade are insulating-walls which form an open-bottom chamber C Extending parallel to this chamber in a vertical direction is a rectangular open-ended chute C, made of insulating material. The chamber and chute are connected bya rectangular opening 0 through which project the arcing extensions B of the switch-blade and fixed contact-brush. By winding coil 0 in the proper direction the arc may be madeto travel toward the extensions B3 and into the open-ended chute 0, since an are when in a magnetic field tends to travel at right angles to the direction of the lines of force. This action causes the arc to be stretched, as shown in dotted lines in Fig. 5,and as the arc is blown farther away from the contacts by the action of the magnet it strikes against the sidewall of chute G and as the progress of the arc in: this direction is limited by the wall of the chute, the are still being within the infiuenceof the magnetic field, it is expanded in flattened loops untildisrupted, the sides of the loops extending parallel to the side walls of the chute. By this arrangement it will be seen that the arc is first blown to the right for a certain distance and then by rea son of the restrictions afforded by the walls of the chute the arc is blown in two directions from a central point and parallel to the direction of movement of the moving switchblade or contact B.

In Fig. 6 I have shown the means employed for actuating the motor-reversing switch 0. The reversing and power brake switches of the motor-controllers being similarin construction, except for the number and relation of the contacts, a description of one of them will be sufficient. The reversing-switch cylinder O is provided with a central shaft O mounted in suitable bearings. (Notshown) On the outer periphery of the cylinder is a plurality of contacts arranged to makeand break the circuit of fixed. brushes 0 ,The cylinder isactuated by means of iron-clad electromagnets O and O These consist of cup-shaped castings O, provided with detachable covers 0 having inwardly-projecting and hollowed-out cores. Mounted upon the top of the switch-cylinder is a metal plate 0 to which are attached the mo vable magnet-cores 0. By setting the magnets O and O at an angle to each other I am enabled to economize space, and also to limit the move-,

ment of the cores by securing themto the switch-cylinder at points near the center of movement. mounted on a wooden supportD, but any other form of support may beemployed.

. \Vith the parts in the position shown the power-circuit is established, the motors be'--, ing connected in the proper manner to propel the ear in theforward direction. The

The parts are shown as being 55 that of the line.

60 O and the brake-shoes M dotted-line position represents the reverse of the above.

For operating the separate contacts and also the motor-controller and reversing-swi tch 5 I prefer to employ a source of power in addition to that supplied to the motors, so that in the event of failure of the motor-supply from any cause I am still able to control the action of any one of the contacts or switches.

For braking the vehicle or train suitable switch mechanism is provided for converting the motors into generators and connecting them in local circuit, resistance being employed to regulate the flow of current.

In addition to these generator-brakes the separate source of energy employed for actuating the switches and contacts is utilized for braking purposes. This is accomplished by providing the cars with suitable brakeshoes m m, Fig. 1, provided with energizingcoils, (indicated in diagram at M Fig. 7,) and passing a current from the said source through the coils, suitable regulating means being employed. In operating the brakes I prefer to close the circuit of the brake-magnets before setting the generator-brakes in action; but this is not essential. By this arrangement I obtain the advantage of a double set of brakes, each independent of the other, the

0 power of the braking-generators decreasing relative to the decrease in speed of the moving train or vehicle, while the braking eifect of the brake-magnets may be constant or increasing as the current in the braking-generators decreases. The arrangement possesses a further advantage in that the brake-magnets will hold the car when stopped on a grade without the use of hand or air brakes, since the source of supply for the brake-mag- 4 o nets is independent of the braking-generators.

In Fig. 7 the circuits of the controllers and motors are illustrated in detail, also the storage battery and motor-generator used to actuate the contacts and switches. The storage 5 battery F is charged by means of a motorgenerator comprising two separate armatures E E, mechanically coupled by shaft E. If desired, a single armature having a double winding may obviously be employed. The

motor E, which is provided with a shunt fieldduced, due to any cause, the battery F will supply the current for actuating the separate contacts, switches, and brake-magnets.

will be seen that by this arrangement a reof the present invention reference thereto will be omitted.

In circuit with the lead from the shoe is a coil E, which when the normal current is flowing through the motor holds the batteryswitch F closed; but as soon as the current falls below a certain amount, owing to a partial or complete failure of the source of supply, the switch automatically opens. By this arrangement the battery F is prevented from converting the generator E into a motor and driving the motor E as a generator to supply current to the line. Battery F is charged by the generator E and is connected to ground at one end and to brush 19 of the master-controller at the other. All the batteries and motor-generators on the train are connected in multiple between cable-wire 19 and the ground. By this arrangement as soon as the circuit of a master-controller is completed all the batteries and motor-generators E on the train unite to supply current to actuate the switches and contacts.

In order to facilitate the reading of the diagram of connections in Fig. 7 all wires and brushes which are in electrical connection and the contacts controlled thereby are given the same reference-numeral, but with different exponents. For example, brush 1 of the power-cylinder N is connected to cablewire 1, and cable -Wire 1 is connected to wire l,which in turn furnishes current to the magnet-coil operating the switch-contact 1.

The operation of my invention is as follows: Assuming that it is desired to propel the car or train forward, the left-hand set of contacts on reversing-switch N is moved into engagement with brushes l3 and 23, which causes switch 0 to move to the position shown,

switch N is moved into engagement with the vertical line of stationary brushes at the position 1 1, and current flows from the storage battery F and motor-generator E to brush 19, to brush 1, by means of the contacts on cylinder N to cable-wire 1, by wire 1 through two energizing switch-coils, each of whichporresponds to coil A of the switch shoWnYin'Fig. 4:, to ground. This causes the switch-blades to close the circuit of the first two contacts T and 1. A second circuit is from brush 19, by crossconnected contact to brush 3, to cable-wire 3, thence through wire 3 and switch-coil to ground. This energizes the switch-magnets and closes the motor-circuit at 3. A third circuit is from brush 19, by

cross-connected contacts on the cylinder to brush 11, by cable-wire 11 to wire 11, through the switch-coil connected therewith to ground. This causes the motor-circuit to be closed at 11, and the motor-circuit is as follows: from contact-shoe M to contacts T and 1, through section B of the resistance R (the first section B being employed only for braking purposes) to wire 21, to switch 0 to reversing-switch O, to armature of motor M, to reversing-switch O, toswitch 0 thence through the field of motor M to contact 11, by wire 22 to switch to reversing-switch O, to armature of motor M, to reversing-switch O, to switch 0 by cross connection to field of motor 1/ to ground. With the circuits arranged as above the two motors are connected in series, as indicated at 50, Fig. 11, with full resistance. The different resistance-coils R are preferably graded, (those shown at the left in the drawings being of highest resistance,) as is common in all controllers in which the resistances are thrown in in multiple with-each other. I have indicated this roughly in the drawings by the different lengths of the coils. At the time the power-circuit is first closed a circuit is completed from the battery F and motorgenerator E through the brake-shoes M in a direction to denergize them. This brakeshoe circuit is as follows: from battery F and motor-generator E to brush 19, by crossconnected contacts on cylinder N to brush 16, to cable-wire 16, to auxiliary resistance R", to switch 0 thence through the brake-shoes in the direction indicated by the dotted arrow to switch 0 and to ground.- This circuit is only closed momentarily and acts to denergize the brake-magnets, so that they will release their hold. on the brake-disks. The relation of the brake-magnets, and separate source of supply is shown at 51, Fig. 11. To increase the speed of the motors, switch-cylinder N is moved to the left, and as each contact thereon engages with its corresponding stationary brush an additional switch-coil is energized, which closes the circuit of one of the resistance-contacts. The resistance-circuitis thus gradually decreased by cutting in sections of resistance in multiple until the brushes rest on line 7 7 and the resistance is short-circuitcd at 9. This is the last series running position. After this the resistance is cut back into circuit step ,by step to a sufficient amount, one motor is shunted, as more fully shown hereinafter, and the motors are connected in multiple. With the brushes resting on line 8 8 the circuit is as follows: from the separate source of supply to brush 19, by cross connection on cylinder N to brush 1, to cable-wire 1, by wire 1 to the switch-coils, and thence to ground. This closes the circuit of the first two contacts T and 1. A second circuit is from brush 19, by cross-connected contacts to brush 3, to cable-wire 3, thence through wire 3" and switchcoil to ground. This closescontact 3. Athird path is from brush 19, by cross-connected contacts to brush 4, to cablewire 4, thence through wire 4 and switch-coil to ground.

its switch-coil to ground. This closes contact 10. A fifth circuitis from brush 19, by crossconnected contacts to brush 12, to cable-wire 12, wire 12, and switch-coil to ground. This closes contact 12. With the circuits arranged as above the motor-circuit will be as follows: from contact-shoe M to contacts T and 1, to contacts 3 and 4, through two sections of resistancein multiple, to switch 0 to reversing-switch O, to the armature of motor M, to reversing-switch O, to switch 0 thence, through the field or motor M, to contact 12, and to ground. The second circuit is from point .0 on wire 21 by contact 10 to wire 22, to switch 0 to tho reversing-switch O, to the armature of motor M, reversing-switch O,

switch O ,by cross connection to thefield of motor M, and to ground. With the connections as above the motors are connected in multiple with full resistance for that position,as shown at 52, Fig. 11. A further movement of the cylinder N cuts out step after step of resistance R. The reversing-switch 0, indicated in diagram as consisting of twelve contacts and eight relatively movable brushes, is opsuming the car to be propelled forward, is

from battery F to wire 23, by cross-connected contacts to brush 13, to coil 0 to ground.

This will establish the relation of contacts and brushes which is shown in the figures. Assuming that itis desired to reverse the motors, cylinders N'and N are brought to the OE position and reversing-switch N is moved to a point where the brusheswill rest on the contactsnow situated on the right. The circuit will then be from battery F by wire 23 to brush 23, by crossconnected contact to brush 14, through coil 0 to ground. This will energize the magnet and its core will be attracted and the reversing-switch moved tov the point where the upper line ofcontacts will be in engagement with the first row of brushes and the third line of contacts in .en-

gagement with the lower row of brushes. For operating the power-brake switch 0 I have shown a slightly-different arrangement of the circuits, the object being to cut the actuating-coilsout of circuit as soon as they have performed-their work. Assuming that the parts are as shown in the diagram Fig.7 and that it is desired to move the switch 0 to a position where it will establish proper brakingcon'nections, the master-controllerbrakeswitch N ismoved to a point where the brushes will rest on line 1 1, and the circuit is ISO from battery F or generator E, or both, as the case may be, by wire 23 to brush 23*,by crossconnected contacts to brush 15 to cable-wire 15, by wire 15, through a contact on switch to coil BC, to ground. As soon as coil BC is energized it will attract its core and throw the switch to a position where the upper line of contacts will be in engagement with the stationary row of brushes. As soon as the switch assumesits new position the circuit of the coil BC is interrupted, as the switch-contact will pass from underneath the brushes, and the circuit of the coil PO is partially completed by the contact now situated directly above the brush connected to coil PC. With this arrangement the coil PC is in position to receive current as soon as it is desired to throw the switch 0 to its power position; yet neither of the switch-coils is consuming energy. By this arrangement I can make the coils comparatively small and of low self-induction, so that there will be no time lost between the closing of the circuit and the actuation of the switch 0 While I have not shown this arrangement applied to the reversing-switch, it is of course evident that such an arrangement can be applied, or the arrangement shown in connection with the reversing-switch could be employed for actuating the power brakeswitch. Assuming that it is desired to arrest the movement of the train, switch N is brought to the 01f position and the brake-circuit closed by advancing the master-controller brake-switch N to a point where the stationary brushes rest on linel 1. The circuit is then as follows: from the battery F,by wire 23,to brush 23", by cross connection to brush 12, to cable-wire 12, to wire 12 and its switch-coil, to ground. This closes contact 12, which connects one end of the field of motor M to ground. A second circuit is from brush 23 by cross connection to brush 16 to cablewire 16, thence through the auxiliary resistance R to switch 0 thence through the brake-shoes M in the direction indicated by the full-line arrow, to the switch 0 The circuit divides here at point 33, one path being through the field of motor M to ground, the second path being, by way of connection 30, through the field of motor M, to contact 12 to ground and to the negative side of the cylinder N has advanced to a-position where the vertical row of brushes rests on line 4 4:, the motors M M, which have been converted into generators by the shifting of switch 0 are coupled in a local circuit with a certain amount of resistance, and the circuit of the master-controller is as follows: from battery F and generator E, by wire 23 to brush23 by cross-connected contacts to brush 2, to cablewire 2, wire 2, to its switch-coil, to ground. This closes contact 2 and the circuit of first section of resistance R. A second circuit is from brush 23, by cross-connected contacts to brush 10 to cable-wire 10, wire 10* and its switch-coil, to ground. This closes the circuit at contact 10, and the circuit of the motors now acting as generators is as follows: starting at point 30 on switch 0 to reversing-switch O, to the armature of motor M, to the reversing-switch, to point 31 on switch 0 where the circuit divides. One path is through wire 32 to the first resistance-point, through the first section of resistance, through contact 10, wire 22, switch 0 by cross-connected contacts to ground. A second path is from point 30 to the field of motor M, to contact 12, to ground. A third path is from contact 34: on switch 0 to the reversing-switch O, to the armature of motor M, to reversing-switch O, to switch 0 to point 31, where it unites with the current from the armature of motor M and passes through the resistance to ground. A fourth path is from point 33 on switch 0 to the field of motor M and to ground. With this arrangement of circuits the motors are grounded at one end and connected in multiple with an equalizerf between the fields and armatures. The two motors are controlled by the resistance R, which is grounded on one end. The circuit of the brake-shoes remains unchanged, so that further description is unnecessary. A further movement of the cylinder N to the left will decrease the resistance of the brake-circuit by cutting one section after another of resistance into multiple with the one already in circuit. The circuits as described above are illustrated at 54 in Fig. 11. When the cylinder N has advanced to a position where the brushes rest on line 13 13, the power of the brakeshoes is decreased by cutting in the first two sections of the resistance R. It will be noticed that as soon as the brake-cylinder N is thrown the fieldmagnets of both motors are energized from the battery F and generator E. This provides for a certain amount of field excitation at all times in a direction to assist the excitation due to the armature-current. As only a small current is required to deenergize the brake-magnets, the resistance R is of considerable amount, and in order to decrease the effect of said resistance when it is employed for regulating the brake-shoes without increasing the number of cable-wires and controller-brushes a short-circuiting contact 35 is mounted on switch 0 and when the switch is thrown by energizing coil BC the last section of resistance R is cut out of circuit. The circuit is normally complete through the master brake-switch N by the contacts thereon and brushes 23 and 20. By

. coils there will be a drop of potential across the terminals of the field-magnets which will This will cause coil PC to attract its core, and

the power brake-switch 0 will be moved to its power position, the circuit of coil PG interrupted, and the circuit of coil BO completed at this point and in readiness to receive cur-: rent for throwing switch 0 to its brake position. In the ordinary arrangement of electric brakes the brake-magnets are connected in circuit with the motors in such manner that the current from the armature passes through them. With a construction of this kind the junctionas, for example, in the manner described above-I am enabled to obtain a much smoother braking effect than heretofore, besides furnishing a certain field excitation for the motors, so that they will be ready to act instantly as braking-generators. Assuming that battery F and generator E are designed to furnish one hundred and twenty-five volts and that the circuit is closed through the brake-shoes andmotor fields, there will be a certain drop in voltage due to the resistance of the field magnet-coils amounting to one or two volts; but when the armature-circuits of the braking-generators are coupledin series with the fields and are forcing a large current through the magnetbe proportional to the current flowing therein, and the eifective voltage of the separate.

source of supply will be decreased byan amount depending upon said drop. This will cause a decrease in the retarding effectof the brake-magnetsby an amount corresponding to the increase of current in the armatures. As soon, however, as the braking effect of the generators decreases, due to variationsin speed of the vehicle and changes of resistance in the armature-circuits, the retarding effect of the brake-magnets will; again increase.

In changing the motors from series to par-1 allel relation there is a certain amount of danger of short-circuiting of the motors, due to careless manipulation of the cont-rollercylinders. To prevent this, I provide an electromagnetic interlock between certain of the switches or contacts, so arranged that their operation is automatic, and the improper connections cannot be established no matter how carelessly the controller is handled.

In Fig. 10 I have illustrated the connections of the motors at the time they are going.

from series to parallel. It will be seen that a shunt is momentarily thrown around the second motor by ground-wire 12 before the mo-v tors are connected in parallel, asshown by the dotted line 36. If by reason of improper manipulation wire 36 is connected from the second motor to the trolleybefore the circuit at contact 11 is opened, there will be a short circuit from the resistance R to ground through wire 36 and contact 11 and wire 12. To avoid this, I use special switches for contacts 10 and 11 These are shownjin detail in Figs. 8, 9, and 10. actuating-core A are constructed the same as already described. In addition to this a piece of insulating material 6, carrying the conducting-strip e, is mounted on the under side of weighted arm 13 and is arranged to open and close the circuit of the contacts 9 g,

which are secured to one side of the insulating-block A In Fig. 10 the arrangement of the circuits, Current enters by wire 11, passes from contact g to contact g through stripe is shown.

to coil 11, to ground. This will energize coil ll which will attract its core and open the circuit between the contacts h and h. This will also close the circuit between switchblade B and brush B, and solong as coil;11

remains energized the circuit of coil 10?ca 11- not be closed, even though brush 1O rests upon the contact-cylinder.

the circuit between the contacts h and h. After'this the circuit of coil 10 may be energized in the ordinary manner.

of coil 10? is completed, the circuit between this switch-blade and brush will be closed,

and the circuits of coil 11 will remain open for it is customary to provide a mechanical interlock between the reversing-switch and the other controller-switches so arranged that when the reversing-switch is at its off position all the circuits are interrupted. Assuming that switch N is located on the controlling-car and that it is moved to a position where the contacts rest on the proper brushes,

to establish a forward movement of the train the notched disk or, which is rigidly secured- Switch-arm B and its,

As soon, how ever, as coil 11 is denergized the weighted arm B will cause the switch to open and close I have shown TIO If, on the other hand, the controller-cylinder is travel-. ing in the opposite direction and the circuit,

to the operating-shaft of N, will take the position shown. A magnet 37 is provided for each switch and is provided with a pivoted armature 38, which'is retained in the raised position by spring 39 as long as no current flows in magnet-coil 40. The hooked end'of armature 38 is arranged to engage, when the magnet-coil is energized, with the notch 41in disk n and retain the switch in the open-circuit position.

It is desirable to employ two reversingswitches on each car and to locate them at opposite ends. With this arrangement the coils 40 are connected in series, and if the power-circuit is closed current flows from battery F or motor-generator E through the coils 40 to cable-wire 19, to wire:23 Fig. 7, brush 23, by cross-connected contacts to brush 1 3, to coil 0 and to ground or to brush 23 if the brake-circuit is closed or brush 19 if the power-circuit is closed. 7

Normally any one of the master-controllers may be operated as the armatures 38 are raised by the springs 39; but when one of the switches N-for example, the one located at the head of the trainis thrown to an operative position current flows from all the batteries and motor-generators on the train in multiple through cable-wire l9andenergizes the magnet-coils 40,;i'which attract the armatures 38 and look all the master-controllers on the train; excepting only the one in actual operation. (Shown on the left in Fig. 12.) As

soon as the circuit of wire 19 is interrupted the armatures will assume their normal position and release the switches. By this arrangement any switch on the train may be operated and the remaining switches locked against improper manipulation.

It will be seen that I divide the motors of the train into a number of sets, each operate'd bya separate controller. In the form shown two motors constitute a set; but my invention is not limited thereto, as each controller may operate one, two, fojur, or any desired number of motors. In "general .I prefer to provide a separate controller for each car what- I ever may be'the nut hber of motors mounted thereon. f n

I can and preferably do wind the contact magnet-coils A in such direction that their magneto motive forces assist the magnetiza tion of the blow-outimagnets. H

An additional advantage of my system is that it allows the brakes to be fed from a source of supply of fairly constant potential as distinguished from the ordinary method of feeding them with current from the brakinggenerators. In the'last-mentioned arrangementthe current in the brake-shoe falls off at just the time when the braking action of the generator decreases, which may be objectionable. 7 j

It should also be noticed that in myimproved system of control the motor-controllers and master controllers are in positive synchronous relation, so that when the master-controller is placed in any position the motor-controllers instantaneously assume the corresponding position without any appreciable ti me' interval intervening and that any motion of the master-controller forward or back one notch or several notches will be instantaneously and accurately responded to by the motor-controllers.

Certain types of train-control systems have been proposed in which upon an interruption or upon an interruption and restoration of the main current-circuit the motor-controllers are automatically brought back to zero. The result of such an arrangement is that at or after'every slight momentary interruption of the powergcircuit of any car the controller of that particular car begins to run back. It follows that upon the restoration of the powercircuit the controller of that particular car may be placed in a position different from the position controllers on other cars of the train, so that the different cars receive different accelerations and a pulling-and-hauling action takes place, which is exceedingly disagreeable and wasteful of current. It will be seen that with my improved system I supply current to the motor-controllers at all times from; the auxiliary source and maintain them in operative condition whether the power-circuit is open or closed.

The claims in this application, drawn on the particular arrangement of motors, brakeshoes, &c., shown in the last position of Fig. 11, are to be regarded as subordinate to my pending application, Serial No. 699,587, filed December 17, 1898.

I have not claimed in this case the method of disrupting arcs disclosed herein, since claims forf'said method are embodied in a divisional application, Serial No. 139,518, filed January 19, 1903.

What I claim as new, and desire to secure by Letters g Patent of the United States, is

1. In a controller system for dynamo-electric machines employed for propelling and braking purposes, the combination of a set of separately actuated contacts for controlling the machines when employed for propelling and brakiilg purposes, and a master-controller forl'regulating theoperation of said contacts.

2. In a controller system, the combination of a master-controller comprising power, reversing and brake switches, a motor-controller comprising power, reversing and brake switches, and means controlled by the master-controller for regulating the action of the motor-controller.

3. In a controller system, the combination of a master-controller comprising power, reversing and brake switches, a motor-controller containing a plurality of separatelybraking purposes, the combination of a master controller comprising a plurality of switches, a motor-controller comprising a plurality of separate electromagnetically-actuated contacts, a reversing-switch, a power brake-switch separate therefrom, and electromagnets controlled by the master-controller for controlling the switches. a

- 5. In a controller system for dynamo-electric machines employed for propelling and braking purposes, the combination of a master-controller comprising power, reversing and brake switches, a motor-controller composed of corresponding switches, and means connecting the master and motor controllers, whereby the operation of a master-controller switch produces the operation ofa corresponding motor-controller switch.

6. In a controller system for dynamo-electric machines employed for propelling and braking purposes, the combination of a master-controller comprising power, reversing and brake switches, each provided with a separateoperating-handle, a motor-controller comprising power, reversing and brake switches for changingthe motor connections, and electrical COHIIGCtiOHS. between similar switches of the master and motor controllers, whereby the closing of a master-controller switch prod uces the closing of a similar motorcontrollerswitch.

7. In a controller system for-electric motors, the. combination of a plurality of separatelyactuated contacts for controlling and regulating the motors when they are employed for propelling and braking purposes, a switch controlling the operation of the separate contacts when the motors are connected for propelling, and a second switch mechanically separate from the first, for controlling the action of the separate contacts when the motors are connected for retarding.

8. In a controller system for electric motors, the combination of a plurality of separatelyactuated contacts for controlling and regulating the motors when they are employed for propelling and braking purposes, a switch controlling the operation of the separate contacts when the motors are connected for propelling,a second switch mechanicallyseparate from the first, for controlling the action of the separate contacts when the motors are connected for retarding, and means for connecting said motors for propelling or for braking.

9. In a train system, the combination of a number of motor-cars, each motor-car forming a separate unit and provided with a master and a motor controller, each of said controllers being provided with power, brake and reversing switches, electrical connections between the corresponding switch-es of the master and motor controllers, whereby the closing of a master-switch produces a similar closing of a motorswitch, and electrical connections extending through the train to which the master-controllers are connected, the arrangement being such that the closing of a masterswitch causes the closing of all the corresponding'motor-switches on the train.

10. In a controller system for dynamo-electric machines, the combination of a plurality of separately-actuated contacts for controlling said machines both when they are operatin g as propelling-motors and when they are operating as braking-generators, a switch for connecting said machines for propelling or for braking, and a master-controller for controlling the operation of said switch and said separately-actuated contacts.

11. In a system of motor control, the com bination of a master-controller, a motor-controller regulated by the master-controller for regulating the motors, a source of supplyfor the motors, and an additional source of supply for supplying current for controlling the motor-controller.

12. In a system of train control, in combination, a number of motor-cars, a motor-controller for each motor-car, electrically-actuated means .for operating said controllers, sources of current-supply carried by-one or more cars, a master-controller, and circuit connections such that upon operation of the master-controller current from said sources flows through said master-controller to said controller-operating means.

13. In a system of train control, in combination, a number of motor-cars, a motor-controller for each motor-car, electrically-actuated means for operating said controllers, sources of current-supply carried by one or more cars, a plurality of master-controllers, and circuit connections such that upon operation of any master-controller current from said sources flows through said master-controller to said controller-operating means.

14. In a system of motor control, the combination of a master-controller, comprising-a plurality of switches, a motor-controller comprising a plurality of similar switches for regulating the action of the motors when employed for propelling and braking purposes, a source of supply for the motors, and

an additional source of supply for supplying current for actuating the motor -switches, and means whereby the action of the motorswitches is controlled by the master-switches.

15. In a system of train control, the combination of a number of motor-cars, provided with master-controllers consisting of power,

brake and reversing switches, and a motor- ,controller for each motor car, consisting of corresponding brake, power and reversing switches, electrical connections between corresponding switches, a source of supply for each motor-car, independent of the current ISO supplied to the motors, for actuating the motor-switches, and a cable connecting all of the master-controllerswitches, the relation of the controllers and separate sources of supply being such that the closing of a masterswitch at any point on the train causes the closing of all corresponding motor-switches on the train.

16. In an electrically-propelled vehicle, the combination of a controller for converting the motor or motors into generators and including them in a local circuit, one or more electric brakes mounted in a suitable manner, and means for energizing the brakemagnets from a source of supply independent of the current induced in the generators, during the time that the motors are acting as generators to retard the progress of the vehicle, and means for controlling the said controllers and energizing means from a distance.

17. In an electric-train system, the combination of a number of motor-cars each provided with means for converting the motors into generators for braking the train, and magnetically-controlled brakes supplied from a separate source of energy, and a mastercontroller located at a selected point on the train for controlling the action of the braking-generators, and also of the brakes.

18. In a system of electric brakes, the combination of a braking-generator, magnetically-operated brakes, a separate source of power for the brakes, means for closing the generator on a local circuit, and means for maintaining the circuit of the brakes closed during the time that the generator is acting to brake the vehicle.

19. In a system of electric brakes, the combination of a braking-generator and a storagebattery brake, and means for closing the generator on a local circuit, the circuit of the storage-battery brake and the generator be ing so arranged that the power of the batterybrake decreases at the time the power of the generator-brake increases, and increases as the power of the generator-brake decreases, due to the slowing of the car.

20. In a system of electric brakes, the combination of a dynamo-electric machine, an electrically-controlled brake, a source of supply for the brake independent of the dynamoelectric machine, and means for closing the circuit of the brake through the field-magnet of the dynamo-electric machine.

21. In a system of electric brakes, in combination, a dynamo-electric machine, an electrically-controlled brake, a source of currentsupply for actuating said brake, and means for closing the circuit of the brake-controlling means through the field-magnet of the dynamo-electric machine to apply the brake.

22. In a system of electric brakes, in combination, a dynamo-electric machine, an electrically-controlled brake, a source of cu rrentsupply for actuating said brake, means for closing the circuit of the brake-controlling means through the field-magnet of the dynamo-electric machine to apply the brake, and means for closing the circuit of the dynamo-electric machine on itself.

23. In a system of electric brakes, a plurality of dynamo-electric machines, an electro magnetically-controlled brake or brakes, a source of current-supply for actuating said brakes, means for closing a circuit from said source through the brake magnet or magnets and the field-magnets of the dynamo-electric machines to apply the brakes, and means for converting the dynamo-electric machines into generators for braking.

24. In a system of electric brakes, the combination of a plurality of dynamo-electric machines,electromagnetically-controlled brakes, asource of supply for the brakes independent of the dynamo-electric machine, means for converting the machines into generators for braking purposes, and means for closing the circuit between the separate source .of supply and the fields of the generators to provide them with an initial excitation.

25. In a system of electric brakes, the combination ofa plurality of dynamo-electric machines,electromagnetically-controlled brakes, a source of supply for the brakes independent of the dynamo-electric machines, means for converting the machines into generators and connecting them in multiple in a local grounded circuit, contacts for closing the circuit between the separate source of supply and the brake-magnets, and contacts for connecting the separate source of supply to ground in such manner that the current passes through the magnets of the brakes and the fields of the generators.

26. Ina system of electric brakes, the combination of a controller for regulating the m0- tors,a master-controller for regulating the motor-controller, electrically-controlled brakes, and contacts on the master-controller for regulating the passage of current from the battery to release the brakes.

27. In a system of electric brakes, the combination of a controller, for converting the motors into generators for braking the vehicle and for regulating them when so connected, brakemagnets, a storage battery, and contacts on the controller for completing the battery-circuit through the brake-magnets in a direction to deenergize them.

28. In an electric switch, the combination of fixed and moving contacts, a magnet for blowing the are formed between the contacts in a direction at an angle with the plane of movement of the contacts, and an arc-restraining chute situated at one side of the contacts, into which the arc is blown.

29. In an electric switch, the combination of fixed and moving contacts, a magnet for blowing the are formed between the contacts in a direction at an angle with the plane of movement of the contacts, and an arc-restraining chute situated at one side of the contacts and provided with open ends, into which the arc is blown.

30. In an electric switch, the combination of fixed and movingcontacts, a chamber in which the contacts are mounted, an arc-restraining chute provided with an opening, and a blow-out magnet for blowing the are from the chamber into the arc-restraining chute.

31. In an electric switch, the combination of fixed and moving contacts, an open-ended chamberin which the contacts are mounted, anopen-ended arc-'restrainingchute, a passage between the chamber and the chute, and

a magnet for blowing the arcs formed at the contacts through the passage into the chute.

32. In an electric switch, the combination of fixed and moving contacts, situated outside of the arc-restraining chute, arcing projections on the contacts, an arc-restraining chute into which the projections extend, and a magnet for blowing the are along the projections into the chute.

33. In an electric switch, the combination of fixed and movingcont-acts, arcing projections on both contacts arranged to protect the contact-surfaces, an insulated chamber surrounding the contacts, an arc-restraining chute extending parallel to the chamber, and an opening connecting the chamber and chute through which the projections extend.

34. In an electric switch, the combination of fixed and movable contacts, means for producing a'magnetic field at the said contacts, and an arc-restraining chute situated at one side of said contacts, said chute being provided with an opening adjacent to the contacts and having a closed wall opposite to said opening in the direction of travel of the arc.

35. In an 'electromagnetically actuated switch, the combination with a resilient or spring-supported contact, of a moving contact arranged to make a wiping or sliding contact therewith, and an actuating-coil for said moving contact located in a circuit separate and distinct from the circuit controlled by said contacts, the arrangement of said contacts being such that when the moving contact is released by the denergizing of said coil, the resilient contact assists in opening the circuit controlled by said contacts.

36. In combination, a control-circuit, an actuating-coil located in said circuit, a controlled circuit, and switch-contacts located in said controlled circuit, one ofsaid contacts being moved by said actuating-coil, and the other of said contacts being resiliently mounted so that as the contacts are brought into engagement bythe energizing of said coil a sliding connection between the parts is obtained and said resiliently-mounted contact assists in opening the controlled circuit when the coil is deenergized.

37. In an electromagnetically actuated switch, the combination of fixed and moving contacts, an actuating-coil for said moving contact located in acontrol-circuit independent of the circuit controlled by said contacts, and a resilient mounting for one of said contacts so arranged that the said contacts will make a wiping or sliding connection with one another and will tend to be forced apart when switch, the combination of a fixed terminal,

a moving terminal, and a resilient connection betweenone of said terminals and the support on which it is' mounted, an actuating-solenoid for the support upon which said moving terminal is mounted, said solenoid being located in a circuit independent of the circuit in which said terminals are located, the two terminals being so constructed and arranged that as the support carrying the moving terminal is moved to cause said ter-' minals to engage,'the resiliently-mounted terminal will be displaced in such a manner as to make a sliding or wiping contact with the other terminal.

39. A series-multiple controller having separate electromagnetically-controlled contacts in combination with means operated bya series contact for opening the controlling-circuit of a multiple contact or contacts.

40. A series-multiple controller having separate electromagnetically-controlled contacts in combination with means operated by a series contact for opening-the controlling-cir-' cuit of a multiple contact or contacts, and

means operated by a multiple contact foropening the controlling-circuit of a series contact or contacts.

41. In combination, a plurality of motor equipments, a motor-controller for each motor equipment, master-controllers located at a plurality of separate points, and means actuated upon the operation of any one of said master-controllers, for-locking the other mastor-controllers against movement.

453. In a system of train control, in combination, a plurality of cars carrying motors,"a

points on the train for controlling the opera tion of said motors, and means actuated upon the operation of any one of said switches for locking the other switches against movement; 43. In a train-control system, in combina-' tion, a motor or motors, a plurality of switches mounted on separate vehicles for controlling said motors, an electromagnetically -'controlled locking device for each of said of that car, and means for closing the circuit of all the coils from a selected point.

45. In a system of electric brakes, the combination of a braking-generator,a brake-magnet which is supplied at all times from asep-- arate source of power, and means controlled by the current flowing in the generator-circuit, for regulating the action of the brakemagneti ICO plurality of switches located at'difierent- 46. In a system of electric braking,.the combination of a braking-generator, a brakemagnet supplied from a separate source of power, and an electrical connection between theEbraking-generator and'the magnet, so arranged that the effect of the brake-magnet is varied in a manner corresponding to changes in the braking effect of the generator.

47. In asystem of electric braking,;the combination of a braking-generator, abrakemagnet supplied from a storage battery, means for completing the circuit of the braking 'generator, and means for closing thecircuit of the brake-magnet through the fieid of the generator, so that changes of current in thefield of the generator will produce corresponding changes in the braking elfect of the magnet. f

48. The combination, with a series-wound motor and an independent source of currentsupply, of a controller adapted to closezzthe motor on itself and adapted to direct current from said independent source through the same series field of such motor which energizs it in running at the same time that the armature-current from the motor as a generator is flowing through that field, whereby themotor-current may instantly apply 'the brake without waiting to build itself up,:but after built up energizes its field, substantially as described.

49. The combination, with a series-wound motor and an independent source of current,

of a controller adapted to close the motor onv itself andadapted to direct the current from said independent source through the main field of such motor, and an artificial resistance in the path of the current from such source to the field of the motor wherebyithe reduced current from the said source causes the motor-current to instantly build up when closed as a brake without interfering with'the motor-current energizing its field when built up, substantially as described.

50. The herein-described means for braking by a series-wound motor without an extra field provided for braking, which consists of the combination of such motor, a conductor from a source of current-supply, .a reducing resistance therefor, means for directing'the current froin said conductor through such resistance and through the ordinary field of the motor, and means for directing the current produced by the motor as a generator through such field, substantially as described.

5L In an electrically-actuated switch,asupporting-frame, a solenoid-winding mounted thereon, a switch-contact rigidly mountedat one side of said frame and insulated therefrom, a relatively movable switch-contact carriedlby an arm pivoted to the supportingframe, a solenoid-core operatively connected to said pivoted arm, a blow-out chute mounted on the side of said supporting-frame, and a blow-out magnet having its poles embracing the contacts of said switch.

52. In an electrically-actuated switch,a supporting-frame, a. relatively fixed switch-contact carried by said frame, a relatively movable switch-contact mounted on an arm pivoted to said frame, an actuating-coil for said rm carried by said frame, a blow-out magnet supported by said frame the poles of which embrace said switch-contacts, and a blow-out chute into which the are from said contacts is adapted to be blown.

53. In an electrically-actuated switoh,a supporting-frame, a solenoid-winding mounted thereon, a relatively fixed switch-contact mounted on said frame at one side thereof, a relatively movable switchcontact carried by an arm pivoted to said frame and adapted to engage said fixed contact at one side of said frame, a solenoid-core operatively connected to said arm, a blow-out magnet carried by said frame, and a blow-out chute mounted on oneside of said frame between the poles of said blow-out magnet.

,54. In an electrically-actuated switch,a supporting-frame, a. solenoid-winding mounted on said frame, arelatively fixed contact carried by said frame at one side thereof, a relatively movable switch-contact supported from 7 magnet having its poles embracing said switch-contacts, and a blow-out;chute carried by said frame at one side thereof into which the are formed between said contacts is adapted to be blown.

55. In a train system, the combination of a plurality of cars equipped with motors and motor-controllers, one or more master-controllers for operating the motor-controllers, and means for preventing an interruption of the power-circuit from affecting the position of the motor-controllers.

56. In a system of electric brakes, the combination of an electric motor, means for converting the motor into a generator for braking purposes, and for regulating the motor when so connected, a brake-magnet, a separate source of power, means for connecting the magnet in circuit with the source of power, and means for simultaneously regulating the braking effect of the generator and brake-magnet.

57. The combination in an electrically-actuated switch device of an iron frame, a solenoid inclosed within said frame, a core in inductive relation to said solenoid, a pivoted switch member mechanically connected to said core, a projection from the frame constituting the core of a second coil, and a pivoted pole-piece for said second coil.

58. The combination in an electrically-actuated switch device of a cast-iron frame, a switch member pivoted in said frame and actuated by a solenoid carried byqsaid frame, a second switch member fastenedto said frame through a spring connection, a blow-out coil, and a pivoted pole-piece serving to direct the lines of force from the blow-out coil across the active terminals of the switch members.

59. In an electrically-actuated switch,a supporting-frame, an actuating-winding in the form of a solenoid mounted thereon, a switchblade pivotally mounted on the support and connected to a core in inductive relation to the solenoid, a movable terminal mounted on the switch-blade, a fixed terminal adjacent thereto, and a chamber provided with insu lating-walls inclo'sing the switch-terminals. V

60. In an electrically-actuated switch,a supporting-frame, an actuating-winding in the form of a solenoid mounted thereon, a switchblade pivotally mounted on the support and connected to a core in inductive relation to the solenoid, a movable terminal mounted on the switch-blade, a fixed terminal adjacent thereto, a chamber provided with insulatingwalls inclosing the switch-terminals, and a blow-out magnet arranged to create a magnetic field at said terminals.

61. In a train system, a main controllingswitch on one or more cars of the train, a plurality of electromagnets for controlling the operation of each of said switches, a plural: ity of train conductors, connections from each of said train-conductors to the corresponding electromagnets of the main switches, one or more master-switches arranged to supply current from a suitable source to one or the other of said train-conductors, and contacts operatively related to each main switch arranged to open the circuit of the actuatingelectromagnet before the switch reachesthe extreme limit of its movement, and to partially complete a similar circuit through the other electromagnet and its corresponding train-conductor.

62. In a train system, a main controllingswitch on one or more cars of the train, a plurality of electromagnets for controlling the operation of each of said switches, a plurality of train-conductors,. connections from each of said train-conductors to the corresponding'electromagnet of each main switch, one or more master-switches arranged to supply current from a suitable source to one or the other of said train-conductors, and contacts on the main switch so arranged that in either operative position of the switch a circuit between one side of the source of supply and the electromagnet which is in a position to operate the switch is maintained closed and a circuit from the same side of the source tothe other electromagnet open.

In witness whereof I have hereunto set my. hand this 21st day of February, 1898.

FRANK E. CASE.

Witnesses:

' DALLAS .FLANNAGAN,

I. L. KEELER. 

